Internal-combustion engine.



v. RQSENHAGEN. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 23, I915.

Patented Jan. 18, 1916.

2 SHEETS-$HEET l.

v. ROSENHAGEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 23,1915- 1,168,425. Patented Jan. 18, 1916.

2 SHEETS-SHEET 2.

assren' on or cnn-nanrro ATHUB 0. LL, or nnwronr, nnn'rucnr.

INTERNAL-COMBUSTION ENG.

To all whom it may concern:

Be it known that I, Vrcron ROSENHAGEN, a citizen of the United States of America, and resident of Newport, county of Campbell, State of Kentucky, have invented certain new and useful Improvements-in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines and particularly to internal combustion engines of the two stroke cycle type. Internal combustion engines which operate upon the well known two stroke cycle principle, are ordinarily constructed so that admission of the fresh charge occurs simultaneously with the ex-; haustion of the products of combustion. This results in a portion of the fresh charge being exhausted with the products of combustion before this portion of the fresh charge can be utilized. In addition to this the two stroke cycle engine asordinarily constructed, is one which, because of this simultaneous occurrence of the exhaustion of the products of combustion and the admission of the fresh charge, is liable to and frequently does result in premature ignition or back fire of the incoming fresh charge. Such an occurrence is decidedly objectionable in that a loss of fuel not only results, but there is also danger of ..a resultant back fire into the carbureterfwhich frequently causes the carbureter to catch fire with disastrous results. Furthermore, two stroke cycle engines as ordinarily constructed are more or less inefficient in operation since comparatively too short a time is allowed in which exhaustion of the products of combustionmay take place. This results in a relatively great proportion of the products of combustion, remaining in the cylinder after the exhaust port has been closed, and for this reason does ,not permit a sufiiciently large amount offresh fuel to occupy the engine cylinder to bring up the engine power to the amount it should normally have.

It is therefore, an object of my invention to produce a two stroke cycle internal combustion en ine which is so constructed that there can he no waste of the fresh charge of fuel.

specificationof Letters Patent. Application filed February 28, 1915. Serial H0. 9,638.

ed in a lug 19 katented Jan. 18, 191%.

A further object of my invention is to reduce a two stroke cycle internal comustlon engine in which premature explosioncaused by the fresh charge of fuel ,com-

mg in contact with the burning products of combustion, is rendered impossible.

A further producea two stroke cycle internal comobject of my invention is to bustion engine in which the cylinder is thoroughly scavenged of the products of combustion before admission of eachcharge of fresh fuel.- I

These and other objects are attainedin the engine described inthe following specification and illustrated in the accompanying drawings in which; I

Figure 1 is a longitudinal sectional view of an engine embodying'iny invention. Figs. 2 to 10 inclusive'are views illustrating the engine in a somewhatdiagrammatic manner and showing the positions occupied by the various parts of the engine during the operation thereof. 1 a

The engine'embodying my invention consists of a power cylinder 11 and a. supply cylinder 12 both of which are mounted upon and secured to a crank case 13. A piston 14 is located in the power cylinder 11 and is connected by means of a connecting rod 15 with a fly wheel 16 mounted in the crank case. A piston 17 is located in the supply cylinder 12 and is connected by means of the connecting rod 18 with a pin .20* mountformed on the connect ing rod 15. By means of this construction tlfie crank pin 20 to which the crank end 0 as a common crank rods 15 and 18.

At the top of the supply cylinder an inlet valve 21 is secured, the valve being mounted in a casing 22 secured to the head of the cylinder, and adapted to communica'te with a suitable gas producing appapin for both connecting ratus, such as a carbureter. In the head of is an auxiliary which communicates at its outer end with the piston" with the supply cylinder in admitting a charge of fuel into the power cyhnden, On

the opposite side of the power cylinder is located a valve 26 which reciprocates in a casing 27 formed integrally with the cylinder. "In the crank case 13 is located an an inlet valve 28 which is adapted topermit air to enter the crank case, butto prevent ton 17. A port 31 located -between the supply and power the bypass. port 30 formed in the wall of 1,7 and communicates with the valve chamber 32 in which the auxiliary inlet valve 25 reciprocates' Chamber 32 inturn communicates with a port 33 opening g a locate the power and supply cylinders at an into the power cylinder adjacent to the end of the cylinder. I The valve 25 which reciprocates in the chamber 32, is provided at its upper end with a sleeve 34 adapted to 'close the port 33 so that nogas can pass into the chamber 32, and the head 35 of the valve is adapted to stop communication be tween the chamber 32 and the port 31.

The power piston 14 is provided at its with a deflector 36 which, is

located adjacent to the wall of the piston and which is adapted to deflect the incoming fresh charge to the top of the cylinder. In the wall of the power cylinder and at its lower end is a by-pass port 37 which operates to permit air from the crank case to discharge into the-power cylinder when the piston 14 moves-to the bottom of its stroke. A port 38 formedin the piston wall, is

i adapted to register with the lower end of the by-pass port-37 when the piston isat the bottom of itsstroke, and the top of the pis-.

ton is adapted to open the upper end of the port 37 at the same time. An exhaust port 39 is located opposite the port 37 and is adapted to permit of the exhaustion of the major portion of the products of combustion when the piston 14 has moved downwardly to uncover the opening of the port 39.

The exhaust valve 26 reciprocating in the chamber 26 formed'in the casing 27 extends into the exhaust port- 39 and blocks the port so that when the port is opened by the piston- 14, the pressure of the exploded charge will force the valve 26 upwardly thereby entirely opening the exhaust passage 39. At the same time that the valve 26*is driven upwardly, an auxiliary exhaust port 40, formed in the walls of the'cylinder, and

the port 39. and at its inner end with the interior of the cylinder 11, at a point about half way between the exhaust port- 39 and spring 43.

port 20 formed in the wall of the supply pis- L cylinders, cooperates with" 'the valve chamber 26 the top of the cylinder, is also opened. The valve 261s provided at its upper end with a stem 41, adjustment nuts 42, and a spring 43 which is located between the adjustment nuts 42 and a shoulder formed at the bottom of a recess 44 formed in a cap 45 closing the face or on its top face. In order that the valve may be kept closed except during the period of exhaust, a small .port 46, is formed in the upper end ofthe cylinder and communicates-with the interior thereof and with pressure of. compression and explosion to enter the chamber 26 and force the valve upon its seat.

In constructing my engine I preferably so I This permits the v angle to one another and by attaching the connecting rods 15 and 18 to the single crank pin 20, 'I am enabled to operate my engine in such a manner that the supply piston'17. will move on both its up stroke and its down stroke, somewhat in' advance of the power piston 14. The reason for this differential movement of the supply and power pistons will be hereinafter more fully described.

In operation; crank shaft 47 is rotated in a clockwise rection as indicatedby the arrow' in Fig. 1. This causes reciprocation of the pistons 14 and 17in their respective cylinders 11 and 12. As rotation is continued, the supply piston 17 moves downwardly upon its induction stroke and in movingdownwardly the piston creates in the upper end of the supply cylinder 12 a partial vacuum which in starting the engine, the

causes inlet valve 21 to be opened to permit a charge of fuel to be drawn into'the supply cylinder as shown in Figs. 4 to 6 inclusive. This movement of piston 17 continues the cylinder is completely filled, at. which time the piston returns on its upward or compression stroke. As the piston nears the head 35 upwardly to. permit the gas to pass intothevalvechamber 32. At the same time thatthe valve head 35 is raised, the sleeve until the endof the stroke is reached and 1 125. .;34 opens the port 33 communicating with, I

the power cylinder as shown in Figs. 8 to 10 inclusive, and permits the charge of fresh I communicating ports 29, 30, 31, 32 and 33.

. upon the valveat mates In moving upwardly the valve 25 is restrained by a light spring .25 which seats i cud engages a cap'24" adapted to close the "munication between the valve chamber 32. v

After the char has been deliveredto the power close, since the pressure in the ports and in the power (cylinder isthenuniform. This closing of the valve stops communication between the port'33 bringing the sleeve port 33, and the valve head stops com chamber 32 and the port 31 as shown in Figs. 2 to 7 inclusive. At this time during the rotation of the engine crank shaft, power piston'14 continues to move upwardly and closes the port 33, see Figs. 2 and 3. This movement continues until the end of the compression stroke, at which time a spark from the spark plug 23 ignites the charge and drives the power piston downwardly.

As the power piston 14 moves downwardly under the pressure of the exploded charge, the port 33 is uncovered, see Fig. 4, but the sleeve 34 of the valve 25 having closed this port to communication with the valve chamber 32, back firing of the charge into the its lower end by the auxiliary exhaust port 55' supply ports and into the supply cylinder is prevented. In addition to this the auxiliary exhaust port 40 is uncovered, see Fig. 5,

but this port is also closed, since its openingto the main exhaust port 39 is blocked by the exhaust valve 26. It will be observed that the exhaust valve 26 is held in a closed position'with relation to the port 40 by the explosive pressure in the power cylinder 11 communicating through the port 46 to the exhaust valve chamber 26*, the pressure bearing upon the upper end ofthe exhaust valve to retain it in its closed position.

Near the end of the downward stroke of the power piston, the main exhaust port 39 is opened and the exhaust gases are permitted to pass into the port 39 and out of the power cylinder, see Fig. 6. At this time the exhaust gases act upon the under face of the balanced exhaust valve 26 and cause this valve to move upwardly to open 40. This movement of the exhaust valve is permitted because of'the increased pressure on its under face which overbalances the sure on its upper pface. power stroke of the piston .14 the port 37 is opened at its upper end by the p ston and at the port 38 in the piston wall as shown in Fig.6. This permits air from the crank case to rush through the port 38, port 37, and against the deflector 36. This one end and, at itsother the supply and power pistons cylinder, the valve 25 is permitted to and the chamber 32 by 34 toregister with the decreased pres-1 At the end of the the air compressed in the crank case, a decided putt to send it into the head of the cylinder to act as a cushion which will 'force the remaining exhaust gases out of the ports '39 and 40. This exhaustion' of the burnt the ports 37 and 39- gases continues after have been closed by the piston 14 in its upward movement, because the auxiliary exhaust'port 40 still remains open, as shown in Figs. 7 and 8. the exhaust port 40 is closed by the piston 14 '111 itsupward movement, compression of the air contained in the upper end of the cylinder 11 causes pressure to be exerted through the port 46 and chamber 26 upon theupper face of the exhaust valve 26. This causes the valve to seat and to close the port 40 \to communication with the main exhaust port 39, see Figs. 9 and 10. Previous to this the supply plstonis moved downwardly during the downward movement or power stroke of piston 14. This causes the inlet valve 2l to open and to permit the supply cylinder 12 to fill with a fresh charge of fuel. Upon the return movement of the power piston 14 the supply piston 17 also returns to compress the charge located in the supply cylinder, so that when the auxiliary exhaust port 40 in the power cylinder is closed and before the power piston 14 closes the supply port 33, in the power cylinder, the supply brought to permit the highl enter the ports,to lift the valve head from its seat'in the chamber 32, to lift the sleeve 34 from the port 33,- and to thereby acts to give At the'time however, that ports 29, 30, and 31 have been register with one another to y compressed charge to I permit the charge to rush into the power In constructing my engine I preferablyport 33 and to locate' the respective supply and power cylinders at the angle of 30 degrees to one another for the purpose of giving the re spective. supply and power pistons the differential action previously mentioned. This 1 '41 i-idiiferential acute-gi es}thesapelyfls aoa somewhat different "inovementffrorn'the l b letqanda supply port formed therein, a

I l v r T is is trueybe'c'ause when the crankshaft 47, crank pin- 20, "crank 20 "and thfe axis 1 of the supply cylinder are in ahnement with 'f pi'stonwfl I u I the embodiment "illustrated p 'in the 'drawings, the30 degree position" of the cyl inders from one another, will give the sup- 7 "*ply piston a differentialrnoveinentoffioi a v stroke" --in advance ,ofthe "power" piston 14.

be constantly moved. "n advance of the power i {exhaust port, an auxiliary exhaust port, and

anair supply ort 0nd mentione supply port communicating with said first mentioned supply port and each other, the crank shaft inust rotate through anangle 1 of 30 degrees to bring the crank pin 20, crank shaft 47,:ind'the axis of 1 the power cylinder 11 into alinement with each other; This 30 degree rotation s}; of the 180 degree rotation of the crankshaft,

which corresponds to one complete stroke of either of the pistons. It will thusbe seen that when the supply piston 1711s at the end of its upward "stroke, and has discharged the contents of the supply cylinder 12 into the power'oylinder 11, the-power piston 14 has of its stroke to complete. At thetime of :the completion of the upward stroke of the power piston, the supply piston has moved downwardly of its induction stroke, the crank shaft at this time having rotated through the previously described angle of This same differential action of 30 degrees.

the pistons 1s true at the bottom of their strokes, thesupply piston 17 at this point of its downward stroke. "The also having been moved to the end of its stroke, and back again upon its return stroke before the power piston 14arrives at the end purpose of thisdifierential action is to permit the fresh charge to be discharged into the power cylinder before the power piston has arrived at the end of'its upward or compression stroke previous to the exploding of the charge. In addition to this the purpose of discharging the fresh charge into the power cylinder previous to the completion of the upward stroke of the powerpiston, permits the valve 25 to close and therebyclose communication of the ports 31', 30, 29 withthe cylinder 12, so that it will be impossible for back firing to occur in the supply cylinder.

- It will be observed that the auxiliary inlet valve 25, is a valve of theserni-balanced type, since an aperture'25 ha's been provided in the upper'portion of-the valve for equalizing the pressure upon the upper and lower-faces of the upper portion. This permits the spring 25 to closethe valvei25,

-' since it will not have to overcome pressure ,1 Havingthus describedmy inventioh," what in the ports -3liand 32, the pressure ofv gas above; the-'valve being equal to that below the valve.

I claim'is:

" der, a power I to be opened port isopened by said power piston, an

In combination an' interna l 'coinbns on engine a supply cylinder having an m;-

powercylinder having a supply port, a main formed therein, said seclocated above said mainandauxiliary exhaustports, said auxiliary exhaust port communicating with said main exhaust port, said main exhaust port "being located below said auxlllary exhaust port, a supply piston reciprocally mounted in said supply cylinpiston reciprocally mounted in saidpower cylinder and adapted to open and close said supplyport, saidauxiliary exhaust port, and said main exhaust port, "said air supply port being located opposite said main exhaust port and adapted when said main exhaust said auxiliary exhaust port and adapted to be opened by the pressure of the exhaust ases when said main exhaustport is opened y said power piston.

2. An internal combustion engine comprising asupply cylinder having inlet and supply ports formed therein, a power cylin-' der having supplyand exhaust ports formed therein, the supply ports of both cylinders having a communicating passage, a valve 10- discharge of gas from said supply cylinder head adapted to close the supply port of the "cated in the passage and adapted to permit I to said power cylinder, said valve having a ofthe supply cylinder when discharge pressure from the supply cylinder exists beneath the head, and a sleeve adapted to close the supply port of the power cylinder when the valve head is in its normal position, and

to open the supply port of the power cylinder when the valve head is moved to its open position. i

cylinder, a piston reciprocally mounted in the power cylinder, said cylinders having an internal combustion engine the 'combinatlon of a supply cylinder, apower communicating supply ports, a valve located between thesupply ports and adapted to open 'duringdlscharge from said supply cylinder to saidpower cylinder, said valve comprising a head adapted to close the supply cylinder, supply port, and 1 a sleeve adaptedto close the power cylinder supply 2 "port, said power cylinder having a mam exhaust port formed therein below the sup In testimony whereof, I have hereunto ply port and adapted to be closed by the subscribed my name this 20th day of Feb- 10 power piston, sald power cylinder having ruary, 1915. v

" termediate its supply and main exhaust an auxlliary exhaust port formed therein in- VICTOR ROSENHAGEN ports, and an exhaust valve adapted to close Witnesses: the auxiliary exhaust port while the main WALTER F. MURRAY, exhaust port is closed. W. THORNTON Boennr. 

